In Flight Restart System and Method for Free Turbine Engine

ABSTRACT

There is described a method and system for in-flight start of an engine. The method comprises rotating a propeller; generating electrical power at an electric generator embedded inside a propeller hub from rotation of the propeller; transmitting the electrical power from the electric generator to an engine starter mounted on a core of the engine via an electric power link; and driving the engine with the engine starter to a sufficient speed while providing fuel to a combustor to light the engine to achieve self-sustaining operation of the engine.

TECHNICAL FIELD

The application relates generally to aircraft engines and, moreparticularly, to in-flight restarts of aircraft engines having freeturbine configurations.

BACKGROUND OF THE ART

Free turbine turbo-propeller engines have relatively poor in-flightwindmill characteristics. High airspeeds must be achieved to get corewind-milling speeds and internal flow up to a point where the engine maybe re-started without external power assist. In some cases, it may benecessary to fly at 70 to 80% cruise airspeed for satisfactory purewindmill starts. To achieve this with one or more unplanned shutdown ofan engine, it would be necessary to put the aircraft into a dive with aresulting loss of altitude. This option may not be available close tothe ground. To restart at lower speeds, it is necessary to use aircraftpower or battery power to assist the start. Using the engine startermotor battery power alone may not be sufficient to start a large highpressure ratio free turbine turboprop. This means that certain unplannedengine shutdown cases addressed by current turboprop aircrafts, whichcan battery start in-flight, are not covered without an additionalenergy power source on the aircraft.

SUMMARY

In one aspect, there is provided a method for in-flight start of anengine. The method comprises rotating a propeller; generating electricalpower at an electric generator embedded inside a propeller hub fromrotation of the propeller; transmitting the electrical power from theelectric generator to an engine starter mounted on a core of the enginevia an electric power link; and driving the engine with the enginestarter to a sufficient speed while providing fuel to a combustor tolight the engine to achieve self-sustaining operation of the engine.

In another aspect, there is provided an in-flight engine starting systemfor an aircraft. The system comprises: a propeller subsystem comprisinga propeller, an actuator coupled to the propeller, and an electricgenerator coupled to the propeller, the propeller having wind millingcapabilities when the engine is not operable during flight; an enginestarter mounted to a core of a free turbine engine; and an electricconnection provided between the propeller subsystem and the enginestarter for carrying power generated by the electric generator duringwind milling of the propeller to the engine starter to start the engine.

In a further aspect, there is provided an aircraft propeller systemcomprising: a propeller through which ambient air may be propelled, thepropeller coupled to an actuator for modifying blade pitch and; anelectric generator coupled to the propeller and configured to generatepower from a wind milling of the propeller; and a bidirectionalemergency electric power link coupled to the electric generator andconfigured to receive control signals for wind milling the propeller andtransmit generated power to the aircraft.

DESCRIPTION OF THE DRAWINGS

Reference is now made to the accompanying figures in which:

FIG. 1 is a schematic side cross-sectional view of an exemplary gasturbine engine;

FIG. 2 illustrates an exemplary embodiment for a propeller hub having anintegrated electric generator;

FIG. 3 is a block diagram of an exemplary in-flight engine startingsystem; and

FIG. 4 is a flowchart of an exemplary in-flight engine starting method.

DETAILED DESCRIPTION

FIG. 1 illustrates an exemplary engine 10, namely a gas turbine engine,comprising an inlet 12, through which ambient air is propelled, acompressor section 14 for pressurizing the air, a combustor 16 in whichthe compressed air is mixed with fuel and ignited for generating anannular stream of hot combustion gases, and a turbine section 18 forextracting energy from the combustion gases. The turbine section 18illustratively comprises a compressor turbine 20, which drives thecompressor assembly and accessories, and at least one power or freeturbine 22, which is independent from the compressor turbine 20 anddrives the rotor shaft 24 through the reduction gearbox 26. Hot gasesmay then be evacuated through exhaust stubs 28. A rotor 30, in the formof a propeller through which ambient air is propelled, is hosted in apropeller hub 32. Rotor 30 may, for example, comprise a propeller of afixed-wing aircraft or a main (or tail) rotor of a rotary-wing aircraftsuch as a helicopter.

The aircraft engine 10 may be used in combination with an aircraftpropeller system comprising a propeller coupled to an actuator formodifying blade pitch for wind milling, an electric generator embeddedinside a propeller hub, and a bidirectional emergency electric powerlink coupled to the electric generator and configured to receive controlsignals for wind milling the propeller and transmit generated power tothe rest of the aircraft. Such an aircraft may be without a separate RamAir Turbine (RAT) system as the aircraft propeller system may be capableof operating in RAT mode and provide emergency power as required. Insome embodiments, the propeller may be a variable pitch propeller withRAT mode having independent inbuilt over-speed or excess dragprotection, and/or having independent means for governing. In someembodiments, the actuator is also used for constant speed propulsion.Alternatively, the actuator is dedicated to wind milling mode.

Turning to FIG. 2, there is illustrated in more detail an aircraftpropeller system, or propeller subsystem 50. The propeller hub 32 isshown to comprise an electric generator 34 embedded inside the hub 32.In the exemplary embodiment illustrated, the electric generator 34comprises generator coils 36 coupled to permanent magnets 38 forinducing voltage in the coils 36. The permanent magnets 38 are actuatedby compound planetary gear stages 40 to cause the motion needed toinduce the voltage. The windings of the generator coils 32 are set torotate with the propeller 30 so as to avoid the need for sliding contact(slip rings and brushes) to provide electrical power to the propeller30. An electric pitch change actuator 41 is coupled to the propellerblades 30 for effecting feathering/unfeathering as required, incooperation with a pitch change motor 45 and an electronic propellercontrol (EPC) 43. The propeller blades 30 may have electrical de-icingelements powered by the electric generator 34.

A non-rotating torque tube 48 extends from the electric generator 34through the shaft 24. Inside the torque tube 48 is an access forelectric wires 46 used for signals and auxiliary electrical power. Thisaccess may also provide an independent route for hydraulic power to theelectric pitch change actuator 41 or a mechanical linkage in addition toor independently from any electric wires 46 provided therethrough. Theelectrical path may also be used for communication with inductive(transformer) coupling 44 or auxiliary power supply (brushes) 42.Inductive coupling may also be used for power supply, with a limitedpower capability.

Referring to FIG. 3, there is illustrated an in-flight engine startingsystem. An engine starter 54 mounted to a core of an engine 56 isoperatively coupled to the propeller subsystem 50 via an electricconnection, effected by the electric wires provided in the access of thetorque tube 48. The dark and double-ended arrows shown in the figure arerepresentative of a bidirectional link. As per some embodiments of thesystem, the electric connection is a bi-directional link that serves asan emergency electric power link for sending feather/unfeather and windmilling commands and/or power for same from the aircraft to thepropeller subsystem 50, and for exporting electric power generated bythe electric generator 34 in the propeller subsystem 50 to the rest ofthe aircraft once the propeller is unfeathered and wind milling. Thisbidirectional link is in addition to the normal Full Authority DigitalEngine Control (FADEC) channels which manage pitch control and governingwhen the engine 56 is fully operating. The bidirectional link may be atwo wire system and the system may be single phase AC. The system mayalso be DC upon addition of a three phase rectifier within the propellersubsystem 50.

In some embodiments, a power-plant electrical control unit (PECU) 52 isoperatively connected between the propeller subsystem 50 and the enginestarter 54 using the bidirectional link. The PECU 52 may be configuredto manage all of the electrical power flow in the power-plant area ofthe aircraft. The PECU 52 may be configured to perform a wide variety oftasks. For example, the PECU 52 may respond to commands from a FADEC 60and an airframe system 58 in order to configure an integrated powerplant system (IPPS) power system. It may provide emergencyfeather/unfeather power to the propeller subsystem 50 from the airframesystem 58 independent of the FADEC 60. It may provide RAT power from thewindmilling of the propeller via the electric generator 34 to anaircraft emergency electrical system. The PECU 52 may provide RAT powerfrom the electric generator 34 to the engine starter 54 such that thepower from the windmilling propeller 30 may assist in engine startin-flight.

The PECU 52 may be configured to schedule power to other nacelleconsumers, such as nacelle inlet de-icing mats 64 in normal operation.In addition to this, the PECU 52 may use its connection to variouspassive loads temporarily during emergencies to achieve speed control orload leveling on transients. For example, this may be useful to replaceloss of another load which might otherwise lead to over-speed transientswhile in propeller windmilling mode.

In some embodiments, the PECU 52 may be linked to a super capacitor 62to help with transients and short term “peak lopping” capabilities, suchas during an engine start and propeller feather/unfeather to reduce oreliminate demand on aircraft power supplies, or to absorb energy to slowpropeller acceleration transients. The PECU 52 may also be configured toroute emergency power to the FADEC 60, either from the airframe system58 or the electric generator 34, whereby the electric generator 34 actsas a backup to an existing permanent magnet alternator.

In some embodiments, the PECU 52 may comprise voltage and frequencyconversion elements such that a variable output from the electricgenerator 34 can be regulated to match aircraft power qualityrequirements as well as provide a variable speed starter drive.

The PECU 52 may be connected to the airframe system 58 and the FADEC 60via the bidirectional link in order to send and receive signals and/orpower. From the airframe system 58, the PECU 52 may receive afeather/unfeather command and a command to indicate that RAT mode isrequired and that the airframe system 58 will accept power from theelectric generator 34. From the FADEC 60, the PECU 52 may receive aflight start enable signal. In response to the flight start enablesignal, the PECU 52 may allocate priority to starter power supplied fromthe electric generator 34. The FADEC 60 may output a flight windmillrestart enable signal based on an output from an aircraft Air DataComputer (ADC) (not shown). Information such as altitude and airspeedcombined with a “weight on wheels” status may allow the FADEC 60 todetermine if flight start assist is required and set the enable signalaccordingly. A de-icing status signal may also be sent to the PECU 52from the FADEC 60 in order to turn on nacelle de-icing according to arequired schedule. The same signal may be read by the EPC 43 in thepropeller subsystem 50 to schedule propeller 30 de-icing. In turn, thede-icing required signal may come to the FADEC 60 from the airframesystem 58.

As illustrated in FIG. 4, a method for in-flight engine start comprisesrotating the propeller, which in some embodiments comprises modifyingblade pitch of the propeller 30 to start wind milling 70. Rotation ofthe propeller causes electrical power to be generated inside thepropeller hub 72 from the electric generator 34. The electrical powermay be transmitted to the engine starter 54 via an electric power link74, and the engine starter 54 may then drive the engine 56 using theelectric power 76 generated by the electric generator 34 provided in thepropeller hub.

As per the above, communication between the propeller subsystem 50 andthe engine starter may occur over a bi-directional emergency electricpower link, and a PECU 52 may act as an intermediary between thepropeller subsystem 50 and the engine starter 54. The PECU 52 mayfurther route at least a portion of the electrical power to the FADEC 60and/or the airframe system 58.

The propeller subsystem 50 may be used to monitor a speed of thepropeller during rotation and/or monitoring of one of power and torquedrawn by the propeller. More particularly, the EPC 43 may be configuredto read the frequency and voltage output from the electric generator 34in the propeller hub and use it as a surrogate propeller speed signalindependent of the FADEC 60. This allows the EPC 43 to provideover-speed protection or governing of the propeller 30 in wind-millingmode. For over-speed protection, the frequency or voltage may becompared to a reference. If this reference is exceeded, the EPC 43 maycommand a propeller feather and shutdown, latching this condition untila new unfeather command is issued. For governing, the EPC 43 may beconfigured for controlling the pitch change actuator 41 in response tooutput frequency or voltage from the electric generator 34. This may bedone as a result of a speed threshold having been exceeded.

In some embodiments, the EPC 43 may also be configured to provide draglimiting while the system is in RAT mode. For example, scheduled limitsof maximum windmilling speed and/or minimum beta based on flightconditions may be applied. In such a case, an active FADEC 60 may becapable of transferring required information to the EPC 43 from the ADC.Alternatively, the FADEC 60 may determine the RAT limits itself andcommunicate them to the EPC 43. If the RAT mode is required when theFADEC 60 is inactive, the EPC 43 may be provided with sensors (notshown) to determine airspeed, altitude, and ambient temperature. Ifpropeller blade pitch is to be limited, it may also be measured locallyby the EPC 43. Such measurements may be taken by putting the sensors onthe propeller 30, linking them to blade pitch, and using fixed targetson the RGB 26 housing. Alternatively, beta may also be sensed from pitchactuator position, and speed may be sensed from waveforms generated bythe electric generator 34.

In another example, drag limiting may be provided by providing the EPC43 with indirect limits for the RAT mode. Since the torque or forcerequired to pull a propeller towards fine pitch and increase windmillingspeed as well as drag is a function of the air density, airspeed, andrpm, the EPC 43 may be configured to limit actuator torque to avoidbeing able to pull the propeller 30 into a low enough pitch to cause adrag problem when in RAT mode. In addition, current from the electricgenerator 34 may be measured by the EPC 43 electronics and used as anindication of the power or torque being drawn by the propeller 30. Whencombined with some basic air density related information, such as alocal ambient pressure from a sensor, this may also be used to make someapproximations of propeller drag for limiting purposes.

While illustrated in the block diagram of FIG. 3 as groups of discretecomponents communicating with each other via distinct data signalconnections, it will be understood by those skilled in the art that thepresent embodiments are provided by a combination of hardware andsoftware components, with some components being implemented by a givenfunction or operation of a hardware or software system, and many of thedata paths illustrated being implemented by data communication within acomputer application or operating system. For example, the PECU 52 andthe EPC 43 may both be provided by a combination of hardware andsoftware, or by hardware or software only. The software may comprise oneor more computer-readable instructions for directing a processor toperform specific operations. The hardware may refer to computer hardwareand comprise various combinations of processors, microprocessors, datastorage elements, hard drive disks, graphical cards, sound cards,motherboards, and chips. The hardware may also refer to electronichardware such as electronic components and interconnections thereof. Thestructure illustrated is thus provided for efficiency of teaching thepresent embodiment.

The above description is meant to be exemplary only, and one skilled inthe art will recognize that changes may be made to the embodimentsdescribed without departing from the scope of the invention disclosed.For example, the system, devices and methods described herein could beused in helicopters. Still other modifications which fall within thescope of the present invention will be apparent to those skilled in theart, in light of a review of this disclosure, and such modifications areintended to fall within the appended claims.

1. A method for in-flight start of an engine, the method comprising:rotating a propeller; generating electrical power at an electricgenerator embedded inside a propeller hub from rotation of thepropeller; transmitting the electrical power from the electric generatorto an engine starter mounted on a core of the engine via an electricpower link; and driving the engine with the engine starter to asufficient speed while providing fuel to a combustor to light the engineto achieve self-sustaining operation of the engine.
 2. The method ofclaim 1, wherein transmitting the electrical power from the electricgenerator to the engine starter comprises transmitting over abi-directional emergency electric power link.
 3. The method of claim 2,wherein transmitting the electrical power from the electric generator tothe engine starter comprises transmitting the electrical power via apower-plant electrical control unit.
 4. The method of claim 3, furthercomprising routing at least a portion of the electrical power from thepower-plant electrical control unit to at least one of a Full AuthorityDigital Engine Control (FADEC) unit and an airframe.
 5. The method ofclaim 1, further comprising monitoring a speed of the propeller duringrotation as a function of at least one of a frequency and a voltageoutput of the electric generator and commanding a propeller feather andshutdown when a threshold is exceeded.
 6. The method of claim 1, furthercomprising monitoring a speed of the propeller during rotation as afunction of at least one of a frequency and a voltage output of theelectric generator and commanding a pitch change when a speed thresholdis exceeded.
 7. The method of claim 1, further comprising monitoring oneof a power and a torque drawn by the propeller as a function of acurrent output of the electric generator and combining the currentoutput with air density information to determine propeller drag for usein active drag limiting.
 8. An in-flight engine starting system for anaircraft comprising: a propeller subsystem comprising a propeller, anactuator coupled to the propeller, and an electric generator coupled tothe propeller, the propeller having wind milling capabilities when theengine is not operable during flight; an engine starter mounted to acore of a free turbine engine; and an electric connection providedbetween the propeller subsystem and the engine starter for carryingpower generated by the electric generator during wind milling of thepropeller to the engine starter to start the engine.
 9. The system ofclaim 8, wherein the electric connection is a bidirectional link. 10.The system of claim 9, further comprising a power-plant electricalcontrol unit operatively connected between the propeller subsystem andthe engine starter using the bidirectional link.
 11. The system of claim10, wherein the power-plant electrical control unit is also connected toan airframe system and a Full Authority Digital Engine Control (FADEC)via the bidirectional link, and is configured to route at least aportion of the electrical power generated by the electric generator toat least one of the airframe system and the FADEC.
 12. The system ofclaim 8, wherein the propeller subsystem comprises an electronicpropeller control unit operatively connected to the electric generatorand the propeller, and configured to monitor a speed of the propellerduring rotation as a function of at least one of a frequency and avoltage output of the electric generator, and command a propellerfeather and shutdown when a threshold is exceeded.
 13. The system ofclaim 8, wherein the propeller subsystem comprises an electronicpropeller control unit operatively connected to the electric generatorand the propeller, and configured to monitor a speed of the propellerduring rotation as a function of at least one of a frequency and avoltage output of the electric generator, and command a pitch changewhen a speed threshold is exceeded.
 14. The system of claim 8, whereinthe propeller subsystem comprises an electronic propeller control unitoperatively connected to the electric generator and the propeller, andconfigured to monitor one of a power and a torque drawn by the propelleras a function of a current output of the electric generator, and combinethe current output with air density information to determine propellerdrag for use in active drag limiting.
 15. The system of claim 11,wherein the power-plant electrical control unit is configured to provideemergency feather and unfeather power to the propeller from the airframeindependently from the FADEC.
 16. The system of claim 10, wherein thepower-plant electrical control unit is configured to provide ram airturbine power from the electric generator to an aircraft emergencyelectrical system.
 17. The system of claim 10, wherein the power-plantelectrical control unit is operatively connected to at least one passiveload and is configured to use the passive load during emergencies for atleast one of speed control and load leveling on transients.
 18. Thesystem of claim 10, wherein the power-plant electrical control unit isoperatively connected to at least one super capacitor and is configuredto interact with the super capacitor during engine start and propellerfeather and unfeather to reduce demand on aircraft power supplies. 19.The system of claim 10, wherein the power-plant electrical control unitcomprises voltage and frequency conversion hardware.
 20. The system ofclaim 8, further comprising a control unit operatively connected betweenthe propeller subsystem and the engine starter and configured formanaging control signals sent to the propeller subsystem via theelectric connection for wind milling the propeller, and for managingtransmission of the power generated by the electric generator to theaircraft.
 21. An aircraft propeller system comprising: a propellerthrough which ambient air may be propelled, the propeller coupled to anactuator for modifying blade pitch; an electric generator coupled to thepropeller and configured to generate power from wind milling of thepropeller; and a bidirectional emergency electric power link coupled tothe electric generator and configured to receive control signals forwind milling the propeller and transmit generated power to the aircraft.22. The system of claim 21, wherein the bidirectional emergency electricpower link is a two wire link.
 23. The system of claim 21, wherein thepropeller is a variable pitch propeller having a Ram Air Turbine mode.